WO2004106708A1

WO2004106708A1 - Construction machine engine room construction and construction machine cooling device

Info

Publication number: WO2004106708A1
Application number: PCT/JP2004/007734
Authority: WO
Inventors: Makoto Sakai; Kyoko Yamada; Toshiyuki Shigemoto; Kenichi Yokota; Hiroya Tanaka; Keiichi Miyake; Yasuo Yamashita
Original assignee: Shin Caterpillar Mitsubishi Ltd.
Priority date: 2003-05-28
Filing date: 2004-05-28
Publication date: 2004-12-09
Also published as: EP1628000A1; JP2004353540A

Abstract

The invention relates to a construction machine engine room construction and a construction machine cooling device, wherein in order to discharge cooling air after passing through a cooling package (24), discharge openings (22a, 22b) are formed in the upper and lower wall surfaces (22, 23), respectively, with respect to a machine body wall surface (21) forming an engine room (2B), of these discharge openings (22a, 22b), at least the discharge opening (22a) in the upper wall surface (22) being disposed in the outer periphery of a cooling fan (25), a cooling air deflecting member (22b) attached to the outside of the upper wall surface (22) in such a manner as to cover the discharge opening (22a) in the upper wall surface (22) and adapted to deflect the cooling air discharged from the discharge opening (22a) so as to discharge it horizontally, the arrangement being such that the centrifugally discharged cooling air is smoothly discharged outside the machine through the discharge opening (22a) disposed in the outer periphery of the cooling fan (25), thereby improving the efficiency of discharge of cooling air.

Description

Engine room structure of construction machinery and cooling device of construction machinery

The present invention relates to an engine room structure of a construction machine and a cooling device of the construction machine. Background art

Today, various types of construction machines are used in various fields such as construction sites, harbors, factories, and the like, such as mobile construction machines such as hydraulic excavators and wheel loaders, and stationary construction machines such as cranes. The construction of these construction machines is, for example, a traveling construction machine

As shown in Fig. 14, a hydraulic excavator, which is a mechanical excavator, has a lower traveling structure 101, an upper revolving structure 102 that is rotatably disposed above the lower traveling structure 101, and an upper revolving structure. It is composed of three parts, a work device 103 provided in 102 and performing various works.

Here, the inside of the upper swing body 102 will be described with reference to FIG. FIG. 15 is a diagram showing the internal configuration of a general engine room, and is a schematic cross-sectional view of the engine room seen from the front of the fuselage. As shown in the figure, equipment such as an engine 106 and a hydraulic pump 108 are arranged in the upper revolving unit 102, and are generated by driving the hydraulic pump 108 by the engine 106. The working device 103 (see Fig. 14) is operated by the applied hydraulic pressure.

Construction machinery is generally used in harsh environments, such as rock excavation in dams, tunnels, rivers, and roads, and demolition of buildings and structures. In such environments, engines 106 and hydraulic pumps are used. The load applied to devices such as 108 is high, which easily causes an increase in engine temperature and an increase in hydraulic oil temperature. For this reason, in these construction machines, as shown in Fig. 15, the relatively large-capacity Lager and oil are introduced into the flow path of the cooling air generated by the fan 105 driven by the engine 106. A cooling package 104 composed of a cooler or the like is provided, and the engine cooling water and hydraulic oil are cooled by the cooling package 104 (for example, see Patent Document 1). (See Japanese Utility Model Application Laid-Open No. 3-83333).

In other words, the rotation of the fan 105 sucks external air (cooling air) from the upper openings 109 and 110 of the Laje Night Room 102 A where the cooling package 104 is installed. When this air passes through the core of the cooling package 104 having the fin structure, it cools the engine cooling water and hydraulic oil.

The main engine room 102B has an opening 1111 on the upper surface and a lower surface on the lower surface at a predetermined distance from the fan 105 in the axial direction of the fan (left-right direction in Fig. 15). Openings 1 1 and 2 are provided respectively. The opening 111 is formed of a plurality of openings formed in a mesh shape, a louver shape, or the like, and is formed with a relatively large width in the axial direction of the fan.

Also, in the pump room 102 C in which the hydraulic pump 108 is installed, an opening 1 13 is provided on the upper surface, and an opening 1 14 is provided on the lower surface, respectively. , 114 include a plurality of openings formed in a mesh shape, a louver shape, or the like, like the opening portion 111 of the main engine room 102B.

The high-temperature air that has cooled the engine cooling water and hydraulic oil is discharged to the outside through the exhaust openings 1 1 1 and 1 1 2 of the main engine room 102 B, or the main engine room. After passing through 102 B, it is discharged to the outside through the exhaust openings 1 13 and 1 14 in the pump room 102 C.

By the way, especially in a hydraulic excavator, the air flow discharged from the fan 105 has almost no component in the axial direction of the fan, and a component in the centrifugal direction and the component in the turning direction (hereinafter collectively referred to as a centrifugal / rotating component). Has been confirmed to be the main component.

Hereinafter, the reason will be described with reference to FIGS. 16 (a) to 19 (b).

In the case of a hydraulic excavator, the space for mounting the Rajesh and engine inside the upper revolving structure 102 is as shown in Fig. 16 (a), and other construction machinery as shown in Fig. 16 (b). In particular, its cross-sectional area (cross section orthogonal to the axial direction of the fan) is smaller than the space. This is because if the height of the engine room is increased, the view from the driver's seat in front of the engine room to the rear will be obstructed, and the width of the engine room (the length of the front and back of the construction machine (captain)) will be reduced. If the length is long, the turning radius of the rear end of the construction machine will be large and it will be inconvenient to use it in a narrow site.

Because of the relatively small cross-sectional area, the hydraulic shovel requires a large cooling package 104 thickness (dimension in the direction in which the cooling air travels) to increase the contact area between the cooling package 104 and the cooling air, and consequently the cooling package. The cooling performance of J104 is ensured. As a result, the pressure resistance received when the cooling air passes through the cooling package 104 is relatively large.

In construction machinery, axial fans are generally used for cooling fans to reduce cost and size. FIG. 17 is a schematic diagram showing a performance curve of a general axial flow fan. As is evident from the performance curve L, in the axial flow fan, generally, as the pressure loss ΔP on the upstream side of the fan increases, the fan air volume V per unit time tends to decrease. Since the fan air volume V is the amount of cooling air moving from the upstream of the fan to the downstream of the fan, the more the pressure loss ΔΡ on the upstream side of the fan increases, the more linear the flow from the upstream of the fan to the downstream of the fan. Axial flow is particularly difficult to obtain.

For this reason, the pressure loss △ P on the upstream side of the fan is a predetermined value ΔP. In the low pressure loss range below, the flow of cooling air is as shown in Fig. 18 (a) and Fig. 18 (b), and the pressure loss △ P on the upstream side of the fan is the specified value PP. In the high pressure loss region R _{H described} above, the flow of cooling air is as shown in Figs. 19 (a) and 19 (b) (Figs. 18 (a), 18 (b), 19 (a)). And Fig. 19 (b) shows the horizontal direction of the fan in the same direction as the axial flow of the fan. In Figs. 18 (a) and 19 (a), the lower side is below the rotation center line C of the fan blades. Is shown only].

That is, the low pressure loss region R Kooite from the fan air volume is relatively large, as shown in FIG. 18 (a), a relatively large, as representatively shown by the vector F _I i a fan upstream An axial flow of the air flow is generated, and the flow as represented by the vector F o, e on the downstream side of the fan, that is, the axial flow direction component vector F _A , e is smaller than the centrifugal swirl direction component vector F _c , i. Dominant flows occur. Then, the air volume increases toward the centrifugal side as indicated by the vector in Fig. 18 (b). In contrast, relatively little of Rukoto fan air volume in the high pressure loss areas R _H, as shown in FIG. 1 9 (a), a relatively small amount, such as shown by the vector F ₂ a fan upstream Only the axial flow is generated, and on the downstream side of the fan, the flow as indicated by the vectors F ₀ and _2, that is, the centrifugal / rotational direction component vector F _{c> 2} is larger than the axial flow direction component vector F _A and _2. A dominant flow is generated, and the air volume increases as the distance to the centrifugal side increases, as indicated by the vector in Fig. 19 (b).

The relationship between the pressure loss ΔP upstream of the fan and the flow of cooling air downstream of the fan has been confirmed in experiments and simulations.

As described above, since the cooling package of the hydraulic excavator is thick, the pressure loss △ P on the upstream side of the fan is large, and the cooling fan is used in a high pressure loss region. Therefore, the centrifugal Z rotation direction component becomes dominant.

However, in the above-described conventional technique shown in FIG. 15, as described above, the exhaust openings 111 formed with a plurality of openings in a mesh form are located at a distance from the fan 105 in the axial direction of the fan. The cooling air sucked into the main engine room 102B has the above-mentioned axial flow until it is exhausted because the cooling air is formed with a width in the axial direction of the fan. Forced to flow in the direction.

In other words, this prior art has a structure in which air having a centrifugal swirling direction component as the main component of the flow flows in the axial flow direction, so that the pressure loss applied to the air is relatively large, and after passing through the cooling package 104, There is a problem that the air is not smoothly discharged (low discharge efficiency).

In order to improve the discharge efficiency, it is conceivable to increase the opening area of the main engine room 102 B. However, in this case, the noise (the engine sound or the cooling wind passes through the cooling package 104 etc.) The leakage of wind noise that occurs at the time of leakage) will increase, and this will cause new problems.

In view of this, Patent Document 2 (Japanese Patent Application Laid-Open No. 2001-193102) discloses a construction machine as shown in FIG. In this construction machine, cooling air passages (fan air distribution passages, fan air distribution passages) 13 1 to 13 33 are provided on the upper surface and both side surfaces (front and rear surfaces of the vehicle body) of the engine room 130. Each cooling air passage 1 3 1 The entrances to (the left end in FIG. 20) are all located near the outer periphery of the cooling fan. With such a configuration, the cooling air blown out from the cooling fan in the centrifugal / swirl direction is efficiently discharged from the small opening, and the noise from the engine room 130 is prevented from increasing.

However, the technique of Patent Document 2 shown in FIG. 20 described above has the following problems.

In other words, since the cooling air passages 13 1 and 13 3 are provided on the side of the engine room 130, the cooling air passages 13 1 and 13 3 are arranged outside the engine room 13 0 as shown in FIG. However, it is necessary to work on the counterweight 140 or to provide a space on the working device 120 side, which may increase the size of the body and complicate the structure. It is conceivable to provide the cooling air passages 131, 133 on the side of the engine room 130 inside the engine room 130, but in this case, the size of the engine room 130 is increased.

Further, as shown in FIG. 20, the outlets 13 la and 13 a of the cooling air passages 13 1 and 13 3 on the side of the engine room are outlets of the cooling air passage (duct) 13 2 1

It is formed on the upper surface of the engine room 130 together with 32a. The cooling air passages 13 1 to 13 3 have their entrances close to the cooling fan and the engine, which are the main noise sources, and the engine room is connected via these cooling air passages 13 1 to 13 3. Noise is concentrated above 130, and there is a possibility that loud noise is locally generated. In addition, it is possible to suppress the noise emitted from the construction machine in the horizontal direction by, for example, two-dimensionally surrounding the work place with a shield.However, such a shield against the noise emitted vertically upward can be used. It is impractical to provide a large scale, and part of the noise emitted in the horizontal direction is absorbed by the ground, but there is no such absorber for the noise emitted vertically and there is no such absorber. The propagation range (propagation distance and propagation direction) is extremely wide. The above outlets 1 3 1 a and 1 3 3 a are open vertically upward, so these outlets 1 3 1 a and 1

From 33 a, noise is emitted vertically upward.

The present invention has been made in view of the above problems, and improves the efficiency of cooling air discharge while suppressing the increase in the size of the body of a construction machine and the complexity of the body structure. It is another object of the present invention to provide an engine room structure of a construction machine and a cooling device for the construction machine, which are capable of realizing noise reduction. Disclosure of the invention

In order to achieve the above object, an engine room structure of a construction machine according to the present invention includes an engine, a cooling package, and a cooling fan that circulates cooling air for cooling the cooling package. A structure of an engine room of a construction machine functioning as a passage, wherein discharge openings are provided on an upper wall surface and a lower wall surface of a body wall forming the engine room to discharge cooling air after passing through the cooling package. And at least one of the discharge openings provided on the upper wall surface and the lower wall surface is disposed on the outer periphery of the cooling fan, and the discharge opening formed on the upper wall surface is provided. A cooling air deflecting member attached to the outside of the upper wall so as to cover the cooling air and deflecting the cooling air discharged from the discharge opening to discharge horizontally. (Claim 1).

In this case, the bottom guard of the construction machine, which is attached to the bottom of the fuselage facing the engine room, is attached to the bottom of the fuselage so as to shield the inside of the engine room from the outside, and has a cooling air discharge opening. A cooling air blown out from the cooling fan, the body being mounted on the side facing the interior of the engine room when the pottom guard body is mounted on the bottom of the fuselage so as to cover the cooling air discharge opening; And a guide member that rectifies the cooling air and guides the cooling air from the outer periphery of the cooling fan to the cooling air discharge opening.

Further, a discharge opening of the lower wall is disposed on the outer periphery of the cooling fan, and the cooling air discharged from the discharge opening is attached to the outside of the lower wall so as to cover the discharge opening of the lower wall and deflects the cooling air. It is preferable to provide a cooling air deflecting member that discharges the air horizontally (claim 2).

Preferably, a cooling air guide member for guiding the cooling air deflected by the cooling air deflecting member along the body wall surface is attached to the outside of the body wall surface (Claim 3). A cooling device for a construction machine according to the present invention includes: a cooling air passage formed by an internal space of an engine room; a cooling fan installed in the cooling air passage to circulate cooling air; and a cooling fan installed in the cooling air passage. In a cooling device for a construction machine configured with a cooling package, a discharge opening is formed on an upper wall surface and a lower wall surface with respect to a body wall forming the engine room to discharge cooling air after passing through the cooling package. At least one of the discharge openings provided on the upper wall surface and the lower wall surface, wherein at least the discharge opening on the upper wall surface is formed on the outer periphery of the cooling fan; A cooling wind deflecting member attached to the outside of the upper wall surface so as to cover and deflects the cooling air discharged from the discharge opening and discharges the cooling air horizontally. It is characterized in bets (claim 4). In this case, a bottom guard body attached to the bottom of the machine, which is attached to the bottom of the body facing the engine room, and which has a cooling air discharge opening attached to the bottom of the machine so as to shield the inside of the engine room from the outside of the machine. The cooling air discharged from the cooling fan is attached to the side facing the inside of the engine room when the pottom guard body is attached to the bottom of the fuselage so as to cover the cooling air discharge opening. A guide member for rectifying the cooling air and guiding it from the outer periphery of the cooling fan to the cooling air discharge opening can be provided.

In addition, a discharge opening provided in the lower wall surface is formed on the outer periphery of the cooling fan, and is attached to the outside of the lower wall surface so as to cover the discharge opening in the lower wall, and is discharged from the discharge opening. It is preferable that the cooling air deflecting member be configured to deflect the cooling air and discharge it horizontally (claim 5).

Further, it is preferable that a cooling air guide member for guiding the cooling air deflected by the cooling air deflecting member along the body wall surface is attached to the outside of the body wall surface (claim 6).

According to the present invention, at least on the upper wall surface of the airframe main body, the cooling air discharged in the centrifugal direction, which occupies most of the cooling air discharged from the cooling fan, passes through the discharge opening arranged on the outer periphery of the cooling fan. As a result, the cooling air can be discharged smoothly to the outside of the machine, so that the efficiency of cooling air discharge can be improved.

In addition, the cooling air from the discharge opening on the upper wall of the fuselage body is The material flows out of the machine horizontally along the outer wall surface of the fuselage body, and similarly, the propagation direction of engine sound etc. leaking to the outside through the space inside each cooling air deflection member is horizontal. However, noise upward in the vertical direction can be suppressed, and in addition, since the cooling air is discharged on both the upper and lower wall sides of the body, noise generation locations are dispersed. Therefore, it is possible to prevent the noise from spreading over a wide area or becoming loud locally.

As compared to providing a cooling air discharge system on the side of the fuselage body, the size of the fuselage and the complexity of the fuselage structure are suppressed, and as described above, the cooling air discharge efficiency is improved and noise is reduced. It can be realized.

Further, by providing the cooling air guiding member, the cooling air deflected by the cooling air deflecting member is guided by the cooling air guiding member, and as a result, the space formed by the cooling air deflecting member and the cooling air guiding member The engine sound transmitted to the outside through the (cooling air passage) is absorbed by the cooling air guide member, and the engine sound transmitted through the wall of the aircraft body is shielded from the outside by the cooling air guide member. As a result, it is possible to reduce leakage of the engine sound and the like outside the aircraft, that is, noise. BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a schematic side view showing the entire configuration of a construction machine according to a first embodiment of the present invention.

FIG. 2 is a schematic perspective view showing the entire configuration of the construction machine according to the first embodiment of the present invention.

FIG. 3 is a schematic cross-sectional view showing the entire configuration of a cooling device for a construction machine as a first embodiment of the present invention, as viewed from the front of the fuselage.

FIG. 4 is a schematic perspective view showing a configuration of an engine room outlet and a bulge according to the first embodiment of the present invention.

FIG. 5 is a schematic diagram showing the configuration of the upper swing body according to the first embodiment of the present invention, as viewed from the side of the fuselage.

FIG. 6 shows the overall configuration of a cooling device for construction equipment as a first embodiment of the present invention. FIG. 3 is a schematic cross-sectional view as viewed from the front of the fuselage, showing a flow of a cooling wind by a vector.

FIG. 7 is a schematic perspective view showing the entire configuration of a construction machine according to the second embodiment of the present invention.

FIG. 8 is a schematic cross-sectional view showing the entire configuration of a cooling device for a construction machine as a second embodiment of the present invention, as viewed from the front of the fuselage.

FIG. 9 is a schematic perspective view showing a configuration of an engine room outlet and a duct according to a second embodiment of the present invention.

FIG. 10 is a schematic cross-sectional view (as viewed from the front of the fuselage) showing a general configuration of a cooling device for construction equipment according to a second embodiment of the present invention. It is a figure shown by a vector.

FIG. 11 is a schematic sectional view showing the entire configuration of a cooling device for construction equipment according to a third embodiment of the present invention, as viewed from the front of the fuselage.

FIG. 12 is a schematic perspective view showing a configuration of a bottom guard as a third embodiment of the present invention.

FIG. 13 is a schematic cross-sectional view of the entire configuration of a cooling device for a construction machine as a modification of each embodiment of the present invention, as viewed from the front of the fuselage.

FIG. 14 is a schematic perspective view showing the entire configuration of a conventional construction machine.

FIG. 15 is a diagram showing an internal configuration of an engine room of a conventional construction machine, and is a schematic cross-sectional view of the engine room seen from the front of the fuselage.

FIG. 16 (a) is a diagram for explaining the relationship between the size of the cooling package and the size of the cooling room of the construction machine in the engine room, and is a schematic diagram when the inside of the engine room is relatively narrow.

Fig. 16 (b) is a diagram for explaining the relationship between the size of the cooling package of the construction equipment and the size of the cooling room, and is a schematic diagram when the engine room is relatively large.

FIG. 17 is a schematic diagram showing a performance curve of a general axial flow type cooling fan. Fig. 18 (a) is a schematic diagram showing the flow of the cooling air before and after the cooling fan when the pressure loss on the upstream side is relatively small. Fig. 18 (b) is a schematic diagram showing the flow of the cooling air before and after the cooling fan when the pressure loss on the upstream side is relatively small.

Fig. 19 (a) is a schematic diagram showing the flow of cooling air before and after the cooling fan when the pressure loss on the upstream side is relatively large, using vectors.

Fig. 19 (b) is a schematic diagram showing the flow of cooling air before and after the cooling fan when the pressure loss on the upstream side is relatively large, using vectors.

FIG. 20 is a schematic perspective view showing the configuration of a conventional cooling device for construction machinery. BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

In each of FIGS. 1 to 13, the arrow X in the figure indicates the front-rear direction of the construction machine (hereinafter also referred to as the engine room width direction), and the arrow Y in the figure indicates the left-right direction of the construction machine. (Hereinafter also referred to as fan axial flow direction).

In the following embodiments, examples in which the cooling device for a construction machine of the present invention is applied to a hydraulic shovel as a construction machine will be described.

(1) First embodiment

First, a construction machine equipped with a cooling device according to a first embodiment of the present invention will be described with reference to FIGS. 1 and 2 are views showing the entire configuration of a construction machine according to a first embodiment of the present invention. FIG. 1 is a schematic side view thereof, and FIG. 2 is a schematic perspective view thereof.

The construction machine according to the present embodiment is a large-sized hydraulic excavator, and is mounted on a lower traveling structure 1, an upper revolving structure 2 that is rotatably disposed above the lower traveling structure 1, and an upper revolving structure 2. It is composed of three parts, a working device 3 that performs various tasks. The upper revolving unit 2 is provided with a counterweight 2A at the rear of the aircraft, and an engine room 2B at the front of the aircraft with the coun- terweight 2A.

Next, the structure of the engine room 2B as the first embodiment of the present invention will be described with reference to FIG. FIG. 3 is a schematic sectional view of the engine room 2B as viewed from the front of the fuselage. In the engine room 2B, the engine 26 is installed with its crankshaft facing the fuselage left and right direction Y. A flow type cooling fan 25 is provided. The cooling fan 25 is installed so that its axial flow direction coincides with the lateral direction Y of the airframe, and circulates cooling air through a cooling air passage formed by the internal space of the engine room 2B. (Here, cooling air is sent to the left side in Fig. 3). Here, the cooling fan 25 is of an engine drive type mechanically connected to the engine crankshaft, but is not limited to this, and may be a hydraulic drive type.

A cooling package 24, which includes a lager and an oil cooler, is installed on the upstream side of the cooling fan 25 in the axial direction (the right side in FIG. 3), and on the downstream side in the axial direction of the cooling fan 25 (see FIG. 3). On the left side of (3), a hydraulic pump 27 mechanically connected to the engine crankshaft is installed.

The interior of the engine room 2B is partitioned between the cooling package 24, the engine 26, and the hydraulic pump 27, and the Laje night (Cooling package 24) is installed. Room 2B a, main room (hereinafter referred to as main engine room) 2B in which engine 26 and cooling fan 25 are installed, and pump room 2Bc in which hydraulic pump 27 is installed Has become.

By the way, an opening (introduction opening) 22c is provided in the upper body wall 22 facing the radial chamber 2Ba on the body main body wall 21 constituting the engine room 2B and the main engine. Openings (exhausts) 22 a and 23 a are provided on the upper wall 22 and the lower wall 23 facing the room 2 B b, respectively. Outside air taken as cooling air from inside 2c into the body of the aircraft (cooling air passage) passes through the cooling package 24 and is discharged outside through the engine room discharge openings 2 2a and 23a described above. The cooling water and the hydraulic oil of the hydraulic pump 27 are cooled when passing through the cooling package 24.

A small part of the cooling air that has flowed into the engine room 2B is the connection 27a between the engine 26 and the hydraulic pump 27, the main engine room 2Bb and the pump room 2Bc. Flows into the pump room 2Bc through the gap with the partition wall 28. As described above, the cooling device of the present invention includes the inlet opening 22 c, the cooling air passage (the body The space 21 is composed of a room 2Ba, 2Bb, 2Bc), a cooling package 24, a cooling fan 25, and discharge openings 22a, 23a.

The discharge openings 22a and 23a are located on the outer periphery of the cooling fan 25, that is, at the same position as the cooling fan 25 with respect to the fan axial flow direction (= the lateral direction of the machine) Y In this case, the position is set immediately below the cooling fan 25 (immediately downstream with respect to the fan axial flow direction Y).

In addition, the cooling device is further provided with a bulge (bulging portion) 2 2 b as a cooling air deflecting member so as to cover the upper engine room discharge opening 22 a outside the body body upper wall surface 22. Similarly, a bulge (bulging portion) 23 b as a cooling air deflecting member is attached to the lower body wall 23 of the fuselage so as to cover the lower engine room outlet 23 a.

Each of these bulges 2 2 b and 23 b has a structure in which the end of the Laje night room 2 Ba side is closed while the end of the pump room 2 B c side is open. The cooling air discharged from the engine room 2B through the room discharge openings 22a and 23a is directed horizontally by the bulges 22b and 23b (not only completely horizontally but also almost horizontally). (Including the direction) and the cooling air introduction opening 2 2c provided in the radial system 2Ba on the opposite side to the fan axial flow direction Y (in the direction away from the cooling air introduction opening 22c). After being deflected toward, it is discharged out of the aircraft.

Here, with reference to FIGS. 4 and 5, the structure of the cooling air introduction opening 22c, the engine room discharge openings 22a, 23a, and the bulges 22b, 23b will be further described.

4 and 5 are views showing the configuration of the upper part of the engine room 2B. FIG. 4 is a schematic perspective view thereof, and FIG. 5 is a schematic view thereof as viewed from the side of the fuselage.

Engine room exhaust opening 2 2a and bulge provided on the upper body wall 22

2 2 b has the same structure as the engine room discharge port 23 a and the bulge 23 b provided on the lower wall 23 of the fuselage body, so the engine room discharge opening 2 2 a of the upper wall 22 of the fuselage body And bulge 22b as a representative.

The cooling air inlet opening 2 2c and the engine room outlet opening 2 2a are shown in Figure 4. In this way, it is formed as a long slit-shaped opening in the longitudinal direction of the aircraft (hereinafter also referred to as the engine room width direction). The bulge 22b has a substantially box-like shape that is long in the width direction X of the engine room, and has a shape in which the side facing the engine room discharge opening 22a is opened when mounted on the upper body wall 22 of the fuselage body. In the above installation state, an opening (discharge hole) 22 ba having a relatively short shape (here, a circular shape) with respect to the engine room width direction X is provided on the end face on the downstream side in the fan axial flow direction in the engine room width direction. Several are arranged along X.

In addition, a partition plate may be provided along the fuselage lateral direction Y between the plurality of discharge holes 22b. This restricts the flow of cooling air from the engine room discharge openings 22a and 23a in the width direction X of the engine room, and allows the cooling air to flow smoothly to the discharge holes 22b ba at the downstream end of the bulge. As a result, the back pressure of the cooling air can be reduced.

In addition, one opening having a relatively long shape in the engine room width direction X may be provided at the downstream end face of the bulge 22b. In this case, the inner side of the bulge 22b is also provided with the engine room width. A partition plate may be provided so as to be divided in the direction X. The engine room structure and the cooling device of the construction machine as the first embodiment of the present invention are configured as described above, and the cooling air is discharged outside the machine as shown in FIG.

In other words, as described as a problem of the prior art, since the pressure loss of the cooling package 24 is generally relatively large, the cooling air sent from the cooling fan 25 has a vector represented by an arrow. It has an air volume and direction, and the main component of the flow of the cooling air from the cooling fan 25 is the centrifugal turning direction component. In other words, most of the cooling air sent from the cooling fan 25 flows in a substantially centrifugal direction as indicated by the vector while rotating linearly or while turning. Therefore, in this cooling device, the engine room exhaust openings 22 a and 23 a are provided on the upper and lower surfaces of the body wall of the fuselage at locations facing this vector, so that the cooling air sent from the cooling fan 25 is provided. Is smoothly discharged from the engine room 2B through the engine room discharge openings 22a and 23a without receiving direct resistance. Therefore, the efficiency of discharging the cooling air can be improved. As a result, the engine noise and cooling wind generated by reducing the opening area of the engine room 2B and the wind noise generated when the cooling air passes through the fan blades and the cooling package 24 (hereinafter referred to as “engine sound”) ), That is, noise can be suppressed, and the pressure loss of the cooling air can be reduced, so that the specification of the cooling fan 25 can be reduced and cost can be reduced. Alternatively, since the cooling air discharge efficiency is improved, it is possible to increase the air flow even if the cooling fan 25 of the same specification is used, and reduce the specification such as the heat exchange area of the cooling package 24. It becomes possible.

The cooling air discharged from the engine room 2B through the engine room discharge openings 22a and 23a is deflected horizontally by the bulges 22b and 23b. It is discharged to the outside, whereby the propagation direction of the engine sound and the like propagating to the outside through the space inside the bulges 22b and 23b is deflected in the horizontal direction.

It is possible to suppress noise emitted from construction machinery in the horizontal direction, for example, by surrounding the work place with a shield.However, providing such a shield against noise emitted vertically above is a major task. It is not practical because it is necessary, and part of the noise emitted in the horizontal direction is absorbed by the building and the ground, but the noise emitted in the vertical direction is transmitted because there is no such absorber. The range (propagation distance and propagation direction) is extremely wide.

Therefore, by deflecting the propagation direction of the noise in the horizontal direction in this way, the propagation range can be narrowed (the spread of the noise can be suppressed).

Further, in the related art disclosed in Patent Document 2 described above, as described above, as shown in FIG. 20, the outlets 13 1 a, 13 3 of the cooling air passages 13 1, 13 3 on the side of the engine room, 3a is formed on the upper surface of the engine room together with the outlet 1 32a of the cooling air passage 1 32 on the upper surface of the engine room.There is a possibility that noise will concentrate on the upper part of the engine room and loud noise will be generated locally. is there. Further, as described above, since the cooling air passages 13 1 and 13 3 are provided on the side of the engine room, it is necessary to work on the counterweight 10 and to provide a space on the hydraulic oil tank side. The size of the fuselage and the structure may be complicated.

On the other hand, in the engine room structure and the cooling device, the upper wall 22 and the lower wall 23 of the engine room 2B have exhaust openings (bulge exhaust ports) 22b, 23b ba Is provided, the noise is dispersed above and below the engine room 2B, and the generation of loud noise locally can be suppressed. Further, in the present engine room structure and the present cooling device, a bulge 23 b is provided on a lower outer side of the engine room 22 B. Especially for large construction equipment, as shown in Fig. 1, there is a large space between the lower traveling structure 1 and the upper revolving structure 2, and this engine room structure and cooling system make effective use of this space. . Therefore, the size of the fuselage can be reduced as compared with the prior art of Patent Document 2 described above. In addition, since the airframe body 21 has a simple configuration in which the openings 22a and 23a are provided and the bulges 22b and 23b are provided, the structure can be simplified as compared with the prior art of Patent Document 2 described above. .

(2) Second embodiment

7 to 10 are views showing an engine room structure and a cooling device according to a second embodiment of the present invention. The components described in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

The construction machine equipped with the engine room structure and the cooling device according to the second embodiment of the present invention is a large-sized hydraulic excavator similarly to the first embodiment, as shown in FIG. 7 which is a schematic perspective view. In addition, it consists of three parts: a lower traveling structure 1, an upper revolving structure 2, and a working device 3.

The engine room 2B in the upper revolving superstructure 2 is configured as shown in Fig. 8, which is a schematic cross-sectional view as viewed from the front of the fuselage. The engine room 2B has cooling air inlets 2 2c, The cooling air passages 2B a, 2B b, 2B c, the cooling package 24, the cooling fan 25, and the engine room discharge openings 22a, 23a are formed by the internal space of the engine room 2B. It is provided. These components 2 2 c, 2 B a, 2 B b, 2 B c, 24, 25, 22 a, 23 a, and the engine room discharge openings 22 a, 23 of the cooling air a and ducts 32, 33 extending in the axial direction of the fan (lateral direction of the fuselage). A cooling device as an embodiment is configured.

These ducts 32, 33 are used in place of the bulges 22, 23, which were respectively attached to the engine room discharge openings 22, 23, 23 in the first embodiment. 2 is to cover the upper engine room discharge opening 22a, and in this case, the end on the upstream side in the axial direction of the fan is arranged upstream of the upper engine room discharge opening 22a in the axial direction of the fan. It is attached to the outside of the upper fuselage body wall 22 so that it almost coincides with the end of the fuselage. Similarly, the duct 33 is attached to the lower wall 23 of the fuselage body so as to cover the lower engine room outlet 23 a. It is installed outside of.

Each of these ducts 3 is similar to the bulges 2 2 b and 23 b in the first embodiment.

Nos. 2 and 33 have a structure in which the end on the side of the Laje night room 2Ba is closed, while the end on the side of the pump room 2Bc is open. Some of the engine sounds, etc., penetrate the fuselage body walls 22 and 23 as shown by the dashed arrows in FIG. 8, but the transmitted engine sounds and the like are transmitted by the ducts 32 and 33 walls. It is attenuated. In other words, engine sound propagating outside the aircraft as indicated by the arrow is attenuated by the two walls of the body main body walls 22 and 23 and the ducts 32 and 33 to the outside of the aircraft. It has become. Such a structure is called a double deck structure.

Also, like the engine sound propagates through the space formed between the duct 3 2, 3 3 and machine body wall 2 2, 2 3 as indicated by broken line arrow N ₂ in FIG. 8, this E engine Sound is absorbed and attenuated by the inner walls of the ducts 22 and 23. The length dimension of each duct 32, 33 in the fan axial flow direction Y (specifically, the length dimension downstream of the engine room discharge openings 22a, 23a in the fan axial flow direction) is The setting is made so that the effect of reducing the engine noise by the inner wall surfaces of 22 and 23 can be sufficiently obtained (for example, so as to be smaller than a predetermined regulation value). By installing such ducts 3 2 and 3 3, the cooling air discharged from the engine room 2 B through the engine room discharge openings 2 2 a and 2 3 a flows into the upstream portion 3 2 of the ducts 3 2 and 3 3. After being deflected to flow in the horizontal direction along the fuselage body walls 22 and 23 by a and 33a, this condition is caused by the downstream of the ducts 32b and 33b. The air is discharged out of the machine while maintaining its state (that is, guided by the downstream part of the duct 32b, 33b and flowing horizontally along the body body walls 22, 23) . Thus, the cooling air deflecting member of the present invention is constituted by the duct upstream portions 32a, 33a, and the cooling air guiding member of the present invention is constituted by the duct downstream portions 32b, 33b.

Here, the structure around the duct will be further described with reference to FIG. FIG. 9 is a schematic perspective view showing the configuration of the upper outside of the engine room 2B. The structure of the duct 32 at the top of the engine room and its surrounding structure is the same as the structure of the duct 33 at the bottom of the engine room and its surrounding structure. The peripheral structure will be described.

The engine room discharge opening 22a of the engine room 2B is formed as a slit-shaped opening that is long in the engine room width direction X as shown in the figure. Further, the duct 32 has a substantially box shape, and has a shape in which the side facing the engine room discharge opening 22 a is opened when the duct 32 is mounted on the upper body wall 22, and the fan shaft is mounted in the above mounted state. On the end face on the downstream side in the flow direction, a plurality of openings 32 c having a relatively short shape (here, circular) in the engine room width direction X are provided in parallel along the engine room width direction X.

Further, as described above, the dimensions of the ducts 32 and 33 in the fan axial flow direction Y are set to be sufficiently larger than those of the bulges 22 and 23 in the first embodiment.

The other configuration is the same as that of the first embodiment, and a description thereof will be omitted.

The engine room structure of the construction machine and the cooling device of the construction machine according to the second embodiment of the present invention are configured as described above, and are discharged outside the machine as shown by arrows in FIG. In other words, the cooling air sent from the cooling fan 25 has a vector volume and direction as indicated by the solid line arrow, and most of the cooling air sent from the cooling fan 25 flows in the centrifugal direction, and the fan shaft The air is efficiently discharged to the outside through the engine room discharge openings 22 a and 23 a provided at substantially the same position as the cooling fan 25 in the flow direction. According to the engine room structure of the construction machine and the cooling device of the construction machine of the present embodiment, the following advantages are provided in addition to the advantages of the first embodiment.

In other words, a part of the engine sound and the like penetrates the body body walls 22 and 23 as shown by the dashed arrows in FIG. 8, but this is shielded and attenuated by the walls of the ducts 32 and 33. At the same time, part of the engine sound and the like propagates through the space inside the ducts 3 2 and 3 3 as shown by the dashed arrow N ₂ in FIG. 8, but the inner wall surfaces of the ducts 3 2 and 3 3 and the duct 3 2 , 33 are absorbed and attenuated by a part of the body walls 22, 23 forming the air path.

Therefore, similarly to the first embodiment, it is possible to effectively suppress the leakage of engine sound and the like to the outside, that is, noise, with a simple configuration while effectively utilizing the space that has not been used conventionally under the upper revolving superstructure 2. There are advantages.

(3) Third embodiment

FIGS. 11 and 12 are diagrams showing an engine room structure and a cooling device as a third embodiment of the present invention. FIG. 11 is a schematic cross-sectional view showing the entire structure as viewed from the front of the fuselage. 12 is a schematic perspective view showing the structure of the bottom guard. The components described in the above embodiments are denoted by the same reference numerals, and description thereof is omitted.

The construction machine equipped with the engine room structure and the cooling device as the third embodiment of the present invention is a small-sized construction machine, and the gap between the upper revolving unit and the lower traveling unit is narrow. For this reason, since it is difficult to provide a pallet duct outside the engine room below the engine room as in the first and second embodiments, the equipment in the engine room 2B is grounded. The bottom guard 23 A attached to the oil pan in the engine room 2 B to protect it from rocks etc. .

The bottom guard 23 A is detachably fixed to the swing frame (the part excluding the bottom guard 23 A from the floor surface 23) 30 by the port 40 between the main rails 31 and 31. ing. For example, when performing maintenance on the oil pan 26a, it is detached from the swing frame 30 and separated from the swing frame 30. Maintenance work is performed from the opening of the bearing frame 30. The engine 26 and the oil pan 26a are mounted on the main rail 31 via a support member (not shown). Although the main rail and supporting members are omitted in Fig. 15 showing the configuration of the conventional engine room, the engine 106 is also mounted on the main rail, and the engine is mounted on the main rail 31. This is a general configuration performed conventionally.

The bottom guard 23A includes a bottom guard body 23B and a rectifying box 23C fixed to the bottom guard body 23B. The bottom guard body 23B is attached to the swing frame 30 so as to cover the opening formed in the swing frame 30, in other words, to shield the inside of the engine room 2B from the outside. It has an opening 23 Ba.

In addition, the rectifying box 23 C is attached to the surface 23 Bc of the bottom guard main body 23 B (the surface facing the inside of the engine room 2 B when the bottom guard 23 A is mounted on the swing frame 30). Fixed. In the above mounting state, the flow regulating box 23 C is arranged below the oil pan 26 a and in the space between the main rails 31, 31. As described above, the engine 26 is conventionally mounted on the main rails 31 and 31 via a support member (not shown), and this space is a conventional space. In other words, the rectifying box 23 C is placed by effectively using this space.

Then, the rectifying box 23C has one end 23Ca (= the slope 23C- shown in FIG. 12).

The upper end face and side face of 3 (3 3 C— 4, the upper end face of 2 3 C— 5) are located on the outer circumference of the cooling fan 25 when installed on the fuselage. Direction) The same position as the cooling fan 25 with respect to Y (including not only the same position but also approximately the same position, in this case, immediately downstream of the cooling fan 25), and the fan from the cooling fan 25 The shape and arrangement are set so as to be located at a predetermined distance in the blade radial direction.

With reference to FIG. 12, the structure of the bottom guard 23 A will be further described. FIG. 4 is a schematic perspective view of the bottom guard 23 A, and the arrow on the upper right in the figure indicates the direction in which the bottom guard 23 A is attached to the fuselage. The bottom guard main body 23B is a rectangular plate-shaped member, and the cooling air discharge opening 23Ba is formed near the downstream side in the axial direction of the fan. a is formed in a slit shape long in the engine room width direction X. Holes 23 Bb for passing through the port 40 for fixing to the swing frame 30 are formed at the four corners of the pot guard body 23 B. Rectifying box 2 3. Is fixed to the bottom guard body 23 B so as to cover the cooling air discharge opening 23 B a in the engine room width direction X and the fan axial flow direction Y, and the swing frame 30 When mounted on the fan, the vertical surface 23 C _ 1 at the downstream end in the axial direction of the fan, extends from the upper end of this vertical surface 23 C-1 to the upstream side in the axial direction of the fan and is parallel to the pottom guard body 23 B Horizontal plane 2 3 C- 1, inclined plane 2 3 C-3 extending from this horizontal plane 2 3 C-2 toward the upstream side in the axial direction of the fan and near the cooling fan, and the end face in the engine room width direction X It is composed of 2 3 C—4 and 2 3 C—5. The side surfaces 23 C—4 and 23 C—5 have the same shape. The part S 1 whose shape is defined by the above-mentioned surfaces 23 C—1 to 23 C—3 and the fan axial flow from this part S 1 And a portion S2 extending upstream in the direction. The other structure is the same as that of the second embodiment, and the description is omitted.

In the engine room structure of a construction machine according to the third embodiment of the present invention and the cooling device for the construction machine, the upstream end of the rectifying box 23 C of the pot guard 23 A is located on the engine room floor 23 where the cooling air is directed. 23 C a is provided (the entrance of the air path formed by the rectifier box 23 C is provided), and the cooling air sent from the cooling fan 25 is not subjected to direct resistance and is not rectified. The cooling air is guided to the cooling air outlet 2 3 Ba by the 23 C, and is smoothly discharged from the engine room 2 B. Therefore, the cooling air discharge efficiency can be improved as in the above embodiments.

In addition, noise is absorbed through the rectifying box 23C, and the noise is double shielded from the outside by the bottom guard body 23B and the rectifying box 23C. In addition, since the flow regulating box 23 C is located in a conventional space defined by the oil pan 26 a and the main rails 31, 31, the engine room 2 B can be increased. Therefore, there is an advantage that the above effects can be obtained. As mentioned above In particular, with small construction machines, it is difficult to provide a bulge duct outside the engine below the engine, because the gap between the upper revolving unit and the lower traveling structure is narrow. For small construction machines, a rectifying box as in this embodiment

A configuration using a bottom guard 23 A having 23 C is preferable.

In the above description, the bottom guard 23 is configured to be fixed to the swing frame 30 with a port, and is removed from the swing frame 30 and completely separated during maintenance. One end may be attached to the swing frame 30 via a hinge, and the opening formed in the swing frame 30 may be opened and closed by swinging up and down.

Further, a partition plate may be provided in the air passage between the bottom guard body 23 B and the rectifying box 23 C so as to be divided in the engine room width direction X. As a result, the flow of the cooling air flowing through the air passage in the width direction X of the engine room is regulated, and the cooling air flows smoothly toward the cooling air outlet, so that the back pressure of the cooling air can be reduced.

(4) Other

The embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and can be variously modified and implemented without departing from the gist of the present invention. For example, the first embodiment describes a configuration in which bulges 22 b and 23 b are attached to the upper wall surface 22 and the lower wall surface 23 of the fuselage body, respectively. A configuration was described in which ducts 3 2 and 3 3 were attached to lower wall 23, respectively. A bulge was attached to one surface of upper and lower walls 23 and 23 of the body, and a duct was attached to the other surface. It is good also as composition attached.

In the above-described embodiment, an axial fan is used for the cooling fan 25, and the engine room discharge openings 22a and 23a are arranged at substantially the same position as the cooling fan in the fan axial direction. In addition to using a centrifugal fan as the cooling fan 25, it is possible to arrange the engine room discharge openings 22a and 23a around the cooling fan (at the same position as the cooling fan in the axial direction of the fan). is there.

Also, a small amount of the cooling air flowing into the engine room 2B is generated by the connecting portion 27a between the engine 26 and the hydraulic pump 27, and the partition wall 28 between the main engine room 2Bb and the pump room 2Bc. Flows into the pump room 2 B c through the gap between An auxiliary opening may be formed in the wall of the body of the machine body facing the pump room 2Bc so that the cooling air flowing into the pump room 2Bc can be discharged outside the machine. Alternatively, as shown in FIG. 13, an opening 34 is provided in the body main body wall 22 facing the pump room 2 Bc, and a partition wall 28 between the pump room 2 Bc and the main engine room 2 Bb is provided. An opening 28a may be provided in the pump room to allow the cooling air to circulate as indicated by the vector in the figure so that the cooling air is positively circulated to the pump room 2Bc.

In this example, the openings 28a and 34 are located on the opposite side of the engine 26. Such an arrangement is similar to the opening 3 of the pump room 2Be facing the outside of the machine. In contrast to 4, the engine 26 is arranged to be shielded by the partition wall 28, so that leakage of engine sound from the opening through the opening can be suppressed.

Claims

The scope of the claims

1. Contains an engine (26), a cooling package (24), and a cooling fan (25) that circulates cooling air for cooling the cooling package (24), and the internal space functions as a cooling air passage. The construction of the engine room of construction machinery

In order to discharge the cooling air after passing through the cooling package (24), discharge openings (22a, 23a) are formed on the upper wall surface (22) and the lower wall surface with respect to the body wall (21) forming the engine room. And at least one of the discharge openings (22a, 23a) provided in the upper wall surface (22) and the lower wall surface (23), respectively. Outlet opening (22a) of the cooling fan (25) is arranged on the outer periphery of the cooling fan (25),

The cooling air discharged from the discharge opening (22a), which is attached to the outside of the upper wall (22) so as to cover the discharge opening (22a) of the upper wall (22), is deflected horizontally. An engine room structure for construction machinery, comprising cooling air deflecting members (22b, 32a) for discharging.

2. The discharge opening (23a) of the lower wall (23) is arranged on the outer periphery of the cooling fan (25),

The cooling air discharged from the discharge opening (23a) is attached to the outside of the lower wall (23) so as to cover the discharge opening (23a) of the lower wall (23) and is deflected horizontally. The engine room structure of a construction machine according to claim 1, characterized in that the engine room is provided with a cooling air deflecting member (23b, 33a) to be discharged.

3. A cooling air guide member (32b, 33b) for guiding the cooling air deflected by the cooling air deflecting member (32a, 33a) is attached to the outside of the body wall (22, 23).

The engine room structure of a construction machine according to claim 1 or claim 2, characterized in that:

4. a cooling air passage formed by the internal space of the engine room; a cooling fan (25) installed in the cooling air passage to circulate cooling air; In the cooling device for construction machinery, which is configured with the installed cooling package (24),

In order to discharge the cooling air after passing through the cooling package (24), the exhaust openings (22a, 23a) are provided on the upper wall surface (22) and the lower wall surface with respect to the body wall (21) forming the engine room. (23) and the upper wall (22)

) And the lower wall (23), the discharge opening (22a, 23a) is provided at least the upper wall (22) discharge opening (22a) at least the outer periphery of the cooling fan (25) Placed in

The cooling air discharged from the discharge opening (22a), which is attached to the outside of the upper wall (22) so as to cover the discharge opening (22a) of the upper wall (22), is deflected horizontally. A cooling device for a construction machine, comprising a cooling air deflecting member (22b, 32a) for discharging.

5. A discharge opening (23a) of the lower wall (23) is arranged on the outer periphery of the cooling fan (25),

The lower wall (2) is covered so as to cover the discharge opening (23a) of the lower wall (23).

3) A cooling air deflecting member (23b, 33a) attached to the outside and deflecting the cooling air discharged from the discharge opening (23a) to discharge horizontally. 5. The cooling device for a construction machine according to claim 4, wherein:

6. A cooling air guide member (32b, 33b) for guiding the cooling air deflected by the cooling air deflecting member (32a, 33a) is attached to the outside of the body wall (22, 23).

The cooling device for construction machinery according to claim 4 or claim 5, characterized in that: